Integrated train electrical and pneumatic brakes

ABSTRACT

An integration train brake system including a single brake controller providing locomotive and train brake commands. A first control transmits a car brake signal on an electrical network for train brake commands to EP cars. A second control transmits a locomotive brake signal on the locomotive brake pipe for train and locomotive brake commands. The brake system may have a pneumatic mode and an electrical mode. The first control transmits car brake signals on the network in the electrical mode and the second control transmits car brake signals on the train brake pipe for the pneumatic mode. The second control transmits locomotive brake signals on the locomotive brake pipe in either mode. If the train is all electropneumatic, cars and locomotive braking signals are provided on the network.

CROSS-REFERENCE

This application is a continuation of U.S. application Ser. No.09/397,676 filed Sep. 16, 1999 is now U.S. Pat. No. 6,334,654 which is acontinuation-in-part of PCT application US98/23766 filed Nov. 10, 1998which claims priority of U.S. Provisional Application 60/065,064 filedNov. 10, 1997 and which is incorporated herein by reference and also, acontinuation-in-part of 09/254,638 filed Nov. 23, 1999 U.S. Pat. No.6,098,006 which claims priority to Provisional Application 60/026,039filed Sep. 13, 1996 and of which is incorporated herein by reference,stemming from PCT/US97/13697 filed Sep. 12, 1997.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention relates generally to electrically controlledpneumatic train brakes, computer controlled train brake systems andpropulsion systems, and more specifically, to braking in and integrationof the braking and the propulsion systems.

Computer controlled brake systems are well known as exemplified by CCBIand CCBII available from New York Air Brake Corporation. These systemsprovide computer control of the pneumatic control unit for the pneumaticpipes running throughout the train. This allows pneumatic control of thelocomotive as well as the individual car brakes. More recently, theindustry has been striving to provide electrically controlled pneumaticbrakes on each of the cars. This has led to the electrically controlledpneumatic ECP system which is independent of the computer controlbraking system. An overview of such a system is EP-60 available from NewYork Air Brake Corporation.

As presently implemented, the ECP system in the locomotive runs inparallel to that of the conventional pneumatic locomotive traincontrols. Two brake valves are provided, one being the brake valve forthe pneumatic braking and the other being the ECP brake valve.Similarly, separate displays are provided for each system. Thelocomotive or the consist of the locomotives does not respond to thebrake commands made by the ECP system since the locomotives respond topneumatic signals on pipes. Also, the ECP system has its own discreetinput from the event recorder and from the locomotive controls todetermine penalties.

With the implementation of electrically controlled pneumatic brakes,there has been discussion of the desirability of integrating thecomputer controlled braking systems with the electrical controlledpneumatic brake systems.

The present system provides such integration of a brake system for atrain which includes a train brake pipe extending through locomotivesand cars in the train, a locomotive brake pipe extending throughadjacent locomotives, pneumatic brakes on the locomotive connected tothe locomotive brake pipe and electropneumatic brakes on the carsconnected to the brake pipe and an electrical network. Electropneumaticbrakes on the locomotive are also connected to the electrical network.The system includes a single brake controller providing locomotive andtrain brake commands. A first control is connected to the brakecontroller and transmits a car brake signal on the network for trainbrake commands. A second control is connected to the brake controllerand transmits a locomotive brake signal on the locomotive brake pipe fortrain and locomotive brake commands.

The brake system may have a pneumatic mode and an electrical mode. Thefirst control transmits car brake signals on the network in theelectrical mode and the second control transmits car brake signals onthe train brake pipe for the pneumatic mode. The second controltransmits locomotive brake signals on the locomotive brake pipe ineither mode. The brake system's default is the pneumatic mode.

The controller provides a system initiated emergency brake command or anoperator initiated emergency brake command. The first control transmitsan emergency brake signal on the network for system and operatorinitiated emergency brake commands. The second control transmits anemergency brake signal on the train and locomotive brake pipes foroperator initiated and pneumatic system emergency brake commands. Thebrake controller has a lead or trail mode and provides the brake commandsignals only in the lead mode.

If the locomotive consist includes a locomotive having electropneumaticbrakes on the electrical network, the first control transmits thelocomotive brake signals on the network for train and locomotive brakecommands. The second control continues to transmit locomotive brakesignals on the locomotive brake pipe for those locomotives that do nothave electropneumatic brakes. The train and/or locomotive brake signalson the network are transmitted as a percentage of brake signals.

The controller also provides penalty brake commands. The first controltransmits a penalty brake signal on the network for a penalty brakecommand. If the controller determines that a suppression of the brakecommand occurs during a penalty brake command, the controller does notprovide a penalty brake command signal. The controller also provides acut-off train propulsion signal for penalty brake commands.

If the train includes only electropneumatic brakes on the locomotivesand the cars, the first control transmits car brake signals on thenetwork for train and locomotive brake commands. For an emergency, thecar and locomotive brake commands are sent on the network and as asecond control provides a brake signal on the train brake pipe.

A method is also described for carrying out the integration offunctions.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of theinvention when considered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram of the architecture of an integrated trainelectrical and pneumatic brake system for locomotive system integrationLSI and non-locomotive system integration applications.

FIG. 2 is a diagram of system proportioning between the computercontrolled brake system and an electropneumatic brake system.

FIG. 3 is a block diagram of the integration of a computer controlledbrake system and a first electropneumatic brake system for locomotivesystem integration application.

FIG. 4 is a block diagram of the integration of a computer controlledbrake system and a second electropneumatic brake system for locomotivesystem integration application.

FIG. 5 is a block diagram of an alternative to FIG. 4 for non-locomotivesystem integration application.

FIG. 6 is a diagram of the electric mode set up of the integratedsystem.

FIG. 7 is a block diagram illustrating brake valve control of theintegrated system.

FIG. 8 is a block diagram of the electric mode emergency control of theintegrated system.

FIG. 9 is a block diagram of the penalty control of the integratedsystem.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Although the present brake system will be described using EP-60electropneumatic train brake system and CCBI/CCBII computer controlledlocomotive brake system as an example of two systems which may beintegrated, the present integrated system can be implemented using othersimilar pneumatic and electropneumatic systems for train and locomotivebrake controls.

An overview of the system architecture is illustrated in FIG. 1. Acomputer controlled locomotive brake system 10 is illustrated as a CCB.It controls the brake pipe train line 21. It is connected to anelectropneumatic train brake system 12, which is illustrated as an EP-60and controls an electropneumatic trainline 40. An integrated locomotivecomputer (ILC) 29 is connected to the CCB 10 and the EP-60 12. Adistributor power system DP 14 is also provided and connected to the ILC29. The ILC 29 is also connected to a propulsion system 16 and transmitsinformation to the event recorder 30. An LSI display 32 is alsoconnected to the ILC 29.

For non-locomotive system integration applications, namely where the ILClink to the EP-60 12 is not provided, an operator interface unit or ECPdisplay 44 is provided and connected to the EP-60 and a separate eventrecorder 30A is connected to the EP-60. The event recorder 30 may be aseparate and distinct device or integrated into the ILC 29. If it is aseparate event recorder, it is the same event recorder as 30A.

The partitioning of the operation of the various operations performed byEP-60 and CCB is illustrated in FIG. 2. The EP-60 receives EP set up anddisplay information. It provides outputs to the power cut-off switch PCSof the locomotive system as well as the EP trainline control. The EP-60is responsible for the EP trainline brake call, trainline powermanagement, train makeup and sequencing and AAR functional requirements.

The CCB receives inputs from the CCB set up and display, brake handlecommands and penalty commands. It provides outputs to the PCS and othermiscellaneous locomotive input/outputs. It also controls the brake pipe,pipe 21, the independent pipe (#20)22 and the actuating pip (#13) aswell as local brake cylinder controls. The CCB is responsible for brakepipe charging, brake handle interpretation, brake pipe emergencymanagement, penalty interpretation, locomotive brake cylinder control,multi-unit operation function or MU functions (bail and independent),and application of locomotive specific requirements.

The interaction and the transfer of signals and control between EP-60and the CCB will be explained with respect to standard or pneumaticbraking and electrical braking.

The computer controlled locomotive brake system 10 in FIG. 3 includes anelectropneumatic control unit (EPCU) 20 responsive to input signals tocontrol the pressure on brake pipe 21, independent application andrelease pipe (#20) 22 and the actuating pipe (#13) 23 and the brakecylinders 24 on its locomotive. The independent application and releasepipe 22 and the actuating pipe 23 run throughout the locomotive consistand allow independent control of the locomotive brakes as distinguishedfrom the control of the pneumatic brakes in each of the cars by thebrake pipe 21 running throughout the train. Electrical communication andcontrol of the locomotives in the consist is available over the 27-pinmu wire 25. This is generally under the control of the propulsioncontrol system (not shown).

A computer controlled brake system 10 is shown, for example as a CCBII,as shown in U.S. Pat. No. 6,098,006, and includes an integratedprocessor module IPM 27 which electrically controls the pneumaticcontrol unit 20. The IPM 27 receives inputs from an electronic brakevalve EBV 26 having an automatic brake handle 26A to control the brakepipe 21 and an independent brake handle 26B to control the locomotivebrakes via independent pipe 22 and actuating pipe 23. The EBV 26 is anoperator brake control. An integrated locomotive computer ILC 29connects the IPM to an event recorder 30 and displays 32. The eventrecorder 30 may be a separate element or integral to the ILC 29.Penalties, for example Alerter and Overspeed are inputs to the ILC 29.The propulsion system 16 communicates with the ILC 29. The ILCcommunicates with other locomotives in its consist via MU trainline 25.

The IPM 27 is connected to locomotive systems, not shown, and exchangesa power cut-off switch signal PCS, emergency sand signal ES andemergency magnetic valve EMV. The IPM 27 may be integrated withdistributed power DP 14 to communicate via radio module 33 to the otherlocomotives in the consist and distributed throughout the train. An endof train radio 31 communicates to the end of train device.

The connection between the IPM 27, the brake valve 26 and theelectropneumatic control unit 20 is by a common bus. The suggestedconnection, which is an AAR standard, is a LonWork Network wherein eachof the modules are a node on the neural network. The connection betweenthe IPM 27 and the ILC 29 is a standard computer bus for example, anRS422-HDLC. The system as described so far is well known and need not bedescribed in further detail.

The controls of an electrically controlled pneumatic brake system ECP ofthe prior art is illustrated as EP 60 available from New York Air BrakeCorporation. The electric controlled pneumatic brakes include a trainpower supply TPS 41, which connects the locomotive batteries to an EPtrain line 40. This is an electric line that runs throughout the trainand provides electrical power and communications to EP 60 brakes on eachcar and if available on locomotives. A trainline communicationcontroller TCC 42 is connected to the EP trainline 40 as a node on theneural network. A car ID node as shown as a node on the network and ispart of the EP-60 system. In the prior art, the TCC 42 has no controlover the pneumatic brake lines 21, 22 and 23. It only controlscommunication, either providing or receiving information, via the EPtrainline 40. Thus, it can only communicate with other locomotives inthe train which have TCC trainline controllers 42 or EP nodes on thenetwork and connected to the EP trainline 40.

Although the EP trainline is shown as a line running through each car inthe train, it is to be understood that the EP neural network may be byradio or other non-wire connection.

As implemented in the prior art, the EP brake system runs in parallel tothat of the conventional pneumatic or computer control locomotive traincontrols. The two brake valves are provided, one being the pneumaticbrake valve and the other being the EP brake valve. Similarly, separatedisplays are provided. The locomotive or the consist of the locomotivesdo not respond to the brake commands made by the EP locomotive system.Also, the EP system has its own discreet input from the event recorder30A (FIG. 5) and locomotive controls to determine penalties.

The integrating of the computer controlled braking systems (10) with theelectrical controlled pneumatic brake system (12) is achieved byinterconnecting these systems as nodes on a common network as shown. Theintegration results in having only a single brake control valve, namelythe CCB control valve 26, and eliminating the EPC control valve. Also,separate access to the event recorder 30, end of train device and adisplay for the TCC 42 is not required and is available from thecomputer control brake portion 10 in FIGS. 3-5 in or directly from theILC in FIGS. 3 and 4. Access to the penalties and other locomotivecontrols for the TCC 42 is also through the computer control brakesystem 10 in FIGS. 3-5 or directly from the ILC in FIGS. 3 and 4.Finally, the ability of the locomotive brakes to be under the electroniccontrolled pneumatic system TCC 42 is provided.

As shown in FIGS. 3 and 4, the ILC 29 is directly connected by, forexample, an RS 422 HDLC to the TCC 42 in locomotive system integrationapplications. This provides access to the event recorder 30 via the ILC29. In FIG. 5, the TCC 42 has its own operator interface 44, has adirect connection to event recorder 30A for a non-LSI application. Theconnection to the event recorder 30 may be an RS 232.

An implementation of the integral system for a CCBI style control systemis illustrated in FIGS. 4 and 5. An integrated system for the CCBI andEP-60 control system is illustrated in FIGS. 4 and 5. The CRU 28 isconnected via electrical lines instead of communication busses to theelectronic brake valve 26. The CRU 28 is connected to the TCC as a nodein the communication network. The IPM 27 is a separate distributivepower system DP including the DP radio 33 and the end of train EOT 31.The IPM 27 is connected as a node in the network to the TCC 42.

The train control signal from the brake valve 26 is provided to the IPM27 and, depending upon whether IPM 27 is in the pneumatic or theelectrical mode, either controls the pneumatic control unit 20 forcontrol of brake pipe 21, or provides the brake command signals to theTCC 42 which provides electrical train or car brake signals over the EPtrainline 40. The IPM 27 will not reduce the equalization reservoir (not shown) in response to the brake valve automatic handle movements inthe EP mode as it would in the pneumatic mode. This keeps the brake pipe21 fully charged in the electrical mode.

All locomotives equipped with EP will respond to the control signal inthe EP trainline 40 to apply its brakes in response to an EPapplication. Simultaneously, the lead and any remote lead ECP equippedlocomotive will apply the proportional pneumatic brake signal on theindependent brake application and release pipe 22. The signal on thispipe will be monitored by the trailing locomotive units that do not haveEP capability and will apply the locomotive brakes accordingly.

A switch or set-up process will provide an indication to the IPMcontroller 27 whether it should be operating in the pneumatic or theelectric control mode.

The IPM 27 in combination with the EBU 26 in FIG. 3 and the CRU 28 andthe EBU 26 in FIGS. 4 and 5 form a brake controller which provideslocomotive and train brake commands. TCC 42 forms a first brake controlconnected to the brake controller 27,26 and transmits a car brake signalon the network or EP trainline 40 for train brake commands via TCC 42. Asecond brake control, which includes control unit 20, is also connectedto the brake controller 27,26 and transmits a locomotive brake signal onthe locomotive brake pipe, which is an independent pipe 22, for trainand locomotive brake commands. The applying and release of thelocomotive brakes using the independent pipe 22 can be achieved as wellas bail-off without using the actuating pipe 23 or brake pipe 21. Thus,the actuating pipe 23 may be deleted.

As previously discussed, the brake controller 27,26 has a pneumatic modeand an electrical mode. The default mode for power up and certain typesof failure is the pneumatic mode. In the electrical mode, the brakecontroller 27,26 provides trainline brake signals on trainline 40 forthe cars and locomotives that have EP brakes and are connected to thetrainline 40. In the pneumatic mode, the brake controller 27,26 providesthe train or car brake signals on the brake pipe 21. For both theelectronic and pneumatic mode, the control unit 20 provides locomotivebraking signals on the locomotive brake pipe or independent brake pipe22.

The electrical mode set up procedure is illustrated in FIG. 6. The CCBset up includes a lead cut-in and equalization reservoir setting. Thesystem is set for freight or passenger. The independent handle is set tomaximum and the automatic handle is set to release. The brake pipe ischarged, the radio DP is off and the speed is set to zero.

Once these activities are complete, the CCB system will now allowtransition from conventional or pneumatic mode to EP mode. From thispoint, the EP system can now be initialized per the standard EPprocedures. Menu selection and set-up options will be provided from theILC LSI display. For applications when the ILC to ECP interface is notavailable, the separately provided ECP display will provide the same.

The EP 60 set up includes entering the lead mode, powering up anddetermining the empty/load and full service interlock.

When the EP locomotive system set-up is complete, the EP train set-upinitialization process can then be preformed. This consists ofestablishing or confirming the identity of all trainline devices(locomotives or cars) as well as the position and orientation of all EPequipped locomotives and cars. It also includes assignment of uniquenetwork addresses, collection of device information and downloadingconfiguration information. During the initialization process, the FullService Interlock is present until EP confirms that all equipment is100% operative. After all these conditions are met, the automatic brakehandle must be moved to suppression position for 10 seconds to reset theinterlock. After which time, the EP brake is now fully enabled and thebrake can be released.

Once EP has been enabled, Wired Distributed Power can now be selectedand the remote lead locomotive setup can be preformed. All remotelocomotive set-up procedures are completed from the lead locomotive. Itwill not be required to go to remote locomotives for set-up purposes, asis presently required for Radio Distributed Power.

An overall view of the brake valve control is illustrated in FIG. 7. TheEBU 26 provides an automatic handle, independent handle and bail-offinputs to the CCB which also executes application specific requirementsfor the locomotive. In a conventional or pneumatic mode, it controls theEP control unit 20 to control the brake pipe 21. In the electrical mode,there is communication between the TCC 42 and the CCB which controls theEP trainline 40.

In the electrical mode, the actuation of the automatic handle 26A isprocessed by the IPM 27 and provides train brake signals to TCC 42. TCC42 then provides an electrical train braking signal on the EP trainline40. It also provides back to IPM its electrical train signal, and theIPM 27 in turn provides braking commands to the EP control unit 20. TheEP control unit 20 then provides an appropriate brake cylinder pressurefor the brake cylinder 24 of that lead locomotive. The TCC's 42 on otherremote lead locomotives provide the received train braking commands totheir IPM's 27 which controls the EP control unit 20 to apply its brakesor brake cylinder 24.

The TCC 42 also, through IPM 27, commands the EP control unit 20 toapply a braking signal to the independent pipe 22. This allows pneumaticactuation of the trailing locomotives to the lead locomotive and theremote lead locomotive. This allows the consist to have non-EP equippedlocomotives or the trail EP locomotives could have their electric modecut out or disabled. Thus, in the electrical mode, the electropneumaticcontrol unit 20 is controlled by the TCC 42 and not by the EBV 26.

Since the independent pipe 22 is used to provide pneumatic signals totrail locomotives even in the electric mode, accommodations must also bemade for the operation of the independent handle 26B in the electricmode. If the independent brake handle 26B is operated in the electricmode, the EBV 26 provides a signal to the TCC through IPM 27. The TCC 42then provides a command back through IPM 27 to the EP control unit 20 toapply a pneumatic brake signal on the independent pipe 22. If the EPtrainline 40 and the TCC 42 have the capabilities, they provide alocomotive braking signal to the EP equipped locomotives and not to thecars also connected to the EP line 40. If the automatic handle 26A andthe independent handle 26B are both braking at the same time, the morerestrictive braking command is used to control the locomotive brakes.Similarly, distributive power can be sent on the EP line 40 addressed tothe remote lead locomotive.

The controller 27,26 can determine a system initiated emergency brakecommand or an operator initiated emergency brake command, as illustratedin FIG. 8. The operator initiated brake commands will come from thebrake valve 26 in emergency handle positions. The system initiated brakecommands include an electrical system emergency or a pneumatic systememergency. The electrical system emergencies include EP-60 systemdefault, CCB system default and crew messaging. The pneumatic systememergencies include break-in-two and Fireman's Brake Valve.

For emergencies, the controller 27,26 provides signals to the TCC 42which transmits an emergency brake signal on the network for system andoperator initiated emergency brake commands. The controller 27,26provides commands to the control unit 20 which transmits an emergencybrake signal on the train and locomotive brake pipes 21,22 for operatorinitiated and pneumatic system initiated emergency brake commands. Thus,for electrical system emergency brake commands, only the EP brake isapplied, while for operator and pneumatic system emergency brakecommands, the EP and the pneumatic brake systems are operated. The trainbrake signals and the locomotive brake signals are transmitted on thetrainline 40 as a percentage of brake signals.

An emergency magnetic valve EMV, under the control of TCC 42 may beprovided in parallel to the EP control unit 20. If the distributivepower system DP includes the emergency magnetic valve, the TCC 42 mayjointly control the magnetic valve.

The TCC 42 will control electrical resetting and IPM 27 will controlpneumatic resetting after an operator initiated or pneumatic systeminitiated emergency. The TCC 42 will control electrical resetting afteran electrical system initiated emergency after the automatic handle 26Ahas been in full service or suppression for a fixed time before arelease position can be selected.

The controller 27,26 provides penalty brake commands, as illustrated inFIG. 9. For these penalty brake commands in the electrical control mode,it provides penalty brake command signals to the control TCC 42 totransmit a car brake signal on the network for penalty brake commands.As with other car brake signals on the network, the brake pipe 21 ismaintained charged. A penalty acknowledgment is needed from the TCC 42to IPM 27. If it is not received, the IPM 27 will command a pneumaticemergency application using the EP control unit 20.

Controller 27 also determines whether a suppression brake command hasoccurred either to remove or prevent the application of a penalty brake.This is the suppress position of the automatic brake handle of theelectric brake valve 26. If the suppression brake commands occur duringa penalty brake command, the controller 27,26 does not send control orbrake command signals to the controller 42 or removes and interrupts anypenalty application which controller 42 provides on the EP trainline 40.As is well known, the controller 27,26 provides a power cutoff signal tothe locomotive propulsion system for penalty brake commands.

In prior systems, moving the automatic brake handle to the suppressionposition causes a brake pipe reduction which applies the train brakes.This is undesirable and avoided by the present system, which uses thesuppression position only as an electric control signal and does notproduce pneumatic results in the brake pipe 21.

As can be seen, in an ECP train, the brake pipe is primarily an airsupply and is not used for brake controls. In the present system, thebrake pipe 21 is used as a back up to allow pneumatic operation of thetrain brakes as well as for operator and pneumatic system initiatedemergencies. With future acceptance by the industry of ECP brakes, thetrain brake pipe 21 and the locomotive pipes 22 and 23 may have nocontrol functions. In an all EP train, the independent locomotive brakepipe 22 and the actuating locomotive pipe 23 will be eliminated. Allsignals will be sent out over the EP trainline 40. Thus, trainlinebraking signals will be addressed separately to cars and locomotives,and special locomotive braking signals will be addressed only tolocomotives.

It should also be noted in the present system, that includes theindependent brake pipe 22 with or without the actuating pipe 23, thatthose locomotives which have EP brakes preferably will receive theirbrake signal over the electric trainline 40. Those locomotives that donot have EP brakes will receive the signals pneumatically over theindependent or locomotive brake pipe 22. Those locomotives which are notadjacent to the lead locomotive and not connected to other locomotivesby the independent brake pipe 22 will either receive their signals byradio 33 or the remote locomotive may have EP capability and receive itssignals on EP trainline 40. It may then control other adjacentlocomotives on its consist pneumatically if they are connected by anindependent pipe 22. Another example of a remote locomotive would be ahelper locomotive which is attached at the end of the train when neededto ascend a certain grade. These locomotives would be EP equipped andwould take their locomotive brake signals off the EP trainline 40. Thesewould include automatic, independent and bail-off commands.

The brake controller 27 will power up in a conventional or pneumaticmode. In order to be switched over to the electrical mode, it must beselected as a lead locomotive and then switched over to the electricmode.

Integrating or coordinating the electrically controlled pneumatics orthe ECP system through the computer control brake system, allowsenhancement of safety. The computer controlled brake system candetermine whether the electrical controlled pneumatics 42 are operatingand if not, provide pneumatic control of the brake pipe 21 to ensurebraking throughout the train. Also, by providing a single brake controlvalve 26 and a single display 32, the operator need not make a decisionin an emergency on whether to switch from electrical controls topneumatic controls. The operator uses a single handle and a singledisplay and selects whether to use pneumatic or electrical controls. Ifthe electrical controlled brakes are not operative, the system willautomatically switch to pneumatic control without any other input fromthe operator. Thus, not only does the integration increase reliabilityof the two systems, but also substantially removes operator error.

Although the present invention has been described and illustrated indetail, it is to be clearly understood that the same is by way ofillustration and example only, and is not to be taken by way oflimitation. The spirit and scope of the present invention are to belimited only by the terms of the appended claims.

What is claimed:
 1. A method of controlling an electro-pneumatic brakingsystem on a railroad train having electronic brake control equipmentincluding an operator display facility and brake handles located in acab of a locomotive of the train, the method comprising: independentlyconnecting an electrical brake control signaling system with each of alocomotive control computer and a brake control associated with apneumatic brake operating unit using an electro-pneumatic interfacemodule, said brake operating unit being connected in fluid communicationwith a brake pipe of a locomotive and train of railway cars connected tothe locomotive, using said electro-pneumatic interface module andelectronic brake control equipment to operate the brakes of thelocomotive and train of cars in a manner that uses electro-pneumaticbraking features while providing the operator/engineer with a familiardisplay screen of the operator display facility, and using theelectro-pneumatic interface module to receive brake commands from thelocomotive control computer, and to provide brake status reports to thelocomotive interface and control computer and to the operator displayfacility.
 2. Apparatus for controlling an electro-pneumatic brakingsystem on a railroad train having electronic brake control equipmentthat includes an operator display facility and brake handles located ina cab of a locomotive of the train, the apparatus comprising: a brakecontrol associated with a pneumatic brake operating unit, meansconnecting the pneumatic brake operating unit with a brake pipe of thelocomotive and train of railway cars coupled to the locomotive, anelectro pneumatic interface module independently connecting anelectrical brake control system with each of a locomotive controlcomputer and the brake control, said electro-pneumatic interface moduleand electronic brake control equipment being effective to operate thebrakes of the locomotive and train of cars in a manner that usesadvantageous electro-pneumatic braking features while providing theoperator/engineer with a familiar display screen at the operator displayfacility and brake status reports supplied to the locomotive controlcomputer and to the operator display facility.
 3. A method ofcontrolling an electro-pneumatic braking system on a railroad trainhaving electronic brake control equipment including an operator displayfacility and brake handles located in a cab of a locomotive of the trainand electro-pneumatic brakes on cars of the train, the methodcomprising: independently connecting the electro-pneumatic brakes on thecars with each of a locomotive control computer and a brake controlassociated with a pneumatic brake operating unit using anelectro-pneumatic interface module, the brake operating unit beingconnected in fluid communication with a brake pipe of the locomotive andthe cars, connecting the brake control with the locomotive controlcomputer, and using the common brake handles and operator display tocontrol the electro-pneumatic interface module and brake control tooperate the brakes of the locomotive and the cars.
 4. Apparatus forcontrolling an electro-pneumatic braking system on a railroad trainhaving electronic brake control equipment that includes an operatordisplay facility and brake handles located in a cab of a locomotive ofthe train and electro-pneumatic brakes on cars of the train, theapparatus comprising: a brake control associated with a pneumatic brakeoperating unit, the pneumatic brake operating unit being connected witha brake pipe of the locomotive and the cars, the brake control beingconnected with a locomotive control computer, an electro-pneumaticinterface module independently connecting the electro-pneumatic brakeson the cars with each of the locomotive control computer and the brakecontrol, and the electro-pneumatic interface module and the brakecontrol operating the brakes of the locomotive and the cars using thecommon brake handles and operator display.